Ehrlander v. State, Department of Transportation & Public Facilities

797 P.2d 629
CourtAlaska Supreme Court
DecidedOctober 25, 1990
DocketS-3129, S-3361 and S-3383
StatusPublished
Cited by22 cases

This text of 797 P.2d 629 (Ehrlander v. State, Department of Transportation & Public Facilities) is published on Counsel Stack Legal Research, covering Alaska Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Ehrlander v. State, Department of Transportation & Public Facilities, 797 P.2d 629 (Ala. 1990).

Opinions

OPINION

MATTHEWS, Chief Justice.

INTRODUCTION

This case arises out of the denial of a request to subdivide real property located in Fairbanks. The owner of the property, appellant Lars Ehrlander, seeks inverse [631]*631condemnation against the State of Alaska Department of Transportation (DOT). The trial court entered summary judgment in favor of DOT.

FACTS AND PROCEEDINGS

Ehrlander, a real estate developer, purchased unimproved property zoned by the Fairbanks North Star Borough for high-density housing. When he purchased it, he knew that part of the property lay within a corridor in which DOT was contemplating construction of an extension of Geist Road, but he believed that he would be able to subdivide the entire property because DOT told him that it would not object to the property being subdivided.

In August 1983, Ehrlander submitted his subdivision request to the borough platting board. DOT submitted a statement that it had no objection to the subdivision and noted DOT hoped to have “location approval” for Geist Road by “next winter.” DOT also sent in a copy of Ehrlander’s subdivision map on which the possible highway routes were marked in red.

On August 24, 1983, Ehrlander’s application to the platting board for preliminary approval of the subdivision was denied in part and granted in part.1 That which was granted lay north of the northernmost red line on the DOT map. Denial was based on the hope that DOT would soon decide precisely where to place the extension. The next day, one board member decided Ehrl-ander’s proposal should be reconsidered and a second hearing was scheduled for September 14.

Prior to reconsideration, DOT sent three letters to the platting board. The first stated that “[e]ven though there is a degree of uncertainty in the route location, we feel comfortable with designating the red line as a northern limit.” It also reiterated that DOT expected to “have a firm decision on the project [location] in January, 1984.” The second letter noted that DOT “could be ready to begin” acquiring the land in the highway’s path “by the fall of 1984.” DOT noted that ordinarily the design for the roadway might not have been completed for two to four years. However, “because of the impending development in this area[,] the Department would likely pursue the speedier [advanced acquisition] process,” but this would require approval from the Federal Highway Administration. In the third letter, DOT communicated its approval of the board’s prior action:

Recommend phased development such that the first phase be allowed north of the proposed Geist Road Extension alternatives as shown on attached map (red line). Second phase development could take place after location approval is acquired, or Summer 1984, whichever is first.
If the developer does not agree to phased development, we would like to suggest that a note be placed on the plat describing the potential Geist Road Extension alignment through the lots affected and the date of location approval (Summer 1984).

On reconsideration, the board affirmed its prior decision and suggested that Ehrl-ander return in the spring of 1984 when the progress of the highway project could be re-evaluated and more of his property might be subdivided. Final platting board action took place in October 1983. Ehrlan-der did not appeal.

Later that fall, DOT, in cooperation with the borough, initiated the highway location process. Although the record does not disclose the outcome of those hearings, Ehrl-ander submitted a second application during the summer of 1984 requesting subdivision of a small additional portion adjacent to that portion which was already platted.2 In a letter dated September 19, 1984, DOT informed Ehrlander’s agent that it “[did] not see any conflict between the addition and the proposed Geist Road Extension.” The letter noted that the “precise location has not been determined” but concluded that DOT “[did] not foresee any circum[632]*632stance that would cause a shift to the north of the location shown on your plat.” The new plat was approved by the borough on October 24, 1984.3

The state received location approval from the Federal Highway Administration on July 31,1985. The state instituted condemnation proceedings on April 29, 1986. At that time, Ehrlander, who allegedly had been unable to develop or sell the unsubdi-vided property, filed an action for inverse condemnation against the borough and DOT.

The actions were consolidated by Judge Blair. Ehrlander was granted partial summary judgment which declared that a taking occurred when the borough denied, in part, his subdivision request. Left open were the questions whether the borough, or DOT, or both were responsible for the taking, and the amount of damages. Judge Blair rejected defendants’ argument that Ehrlander had failed to exhaust his administrative remedies when he did not appeal the borough’s decision not to allow all of the property to be subdivided.

By stipulation, the condemnation action was severed from the inverse condemnation claim. The condemnation claim was to be tried first. The court ruled that in the inverse condemnation claim damages would run from August 24, 1983 (the date of the partial subdivision denial) to April 29, 1986 (the date DOT’s condemnation action was brought).

At the condemnation trial, DOT contended that the property was worth $1.79 per square foot, for a total of $524,000. The jury awarded this amount.4 By contrast, Ehrlander argued that the property should have been valued between $4.50 and $4.95 per square foot. Ehrlander did not appeal the verdict in the condemnation case.

Ehrlander settled his inverse condemnation claim with the borough. Shortly thereafter, Judge Steinkruger,5 relying principally upon Ben Lomond, Inc. v. Municipality of Anchorage, 761 P.2d 119, 121-22 (Alaska 1988), granted DOT summary judgment because Ehrlander had not exhausted his administrative remedies since he had not appealed the borough’s refusal to approve the subdivision as to part of his property. The trial court reasoned primarily that had Ehrlander appealed the refusal, the borough planning commission might have approved the request and thereby eliminated any damage.6 Following this, the inverse condemnation action was dismissed. Ehrlander appeals.

DISCUSSION

I.

Ehrlander bases his claims on the theory of inverse condemnation. Inverse condemnation in its classic form entails a physical invasion of private property by government without formally exercising the power of eminent domain. 3 Nichols’ The Law of Eminent Domain § 8.1[4] (1971); State, Dept. of Highways v. Crosby, 410 P.2d 724, 728, 729 (Alaska 1966); Wickwire v. City and Borough of Juneau, 557 P.2d 783, 784 (Alaska 1976). This is not such a case as there was no physical invasion by the state until the condemnation action was filed. Instead, Ehrlander claims that DOT through a series of actions effectively denied him the benefits of ownership of his property.

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Bluebook (online)
797 P.2d 629, Counsel Stack Legal Research, https://law.counselstack.com/opinion/ehrlander-v-state-department-of-transportation-public-facilities-alaska-1990.